Rail joint



y 3, 1930. J. BREWER v 1,758,072 I RAIL JOINT,

Filed Dec. 10, 1929' T 6 I ,3 g

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a v I r INVEQ i-QR 7 herdswith a V-shaped recess into .whlch the Vpatented May l3, lQSU PATENT: OFFICE JOHN w. nnnwnn' on menmu'rm I '1 mmt --App1ication filed December 10, 1929. Serial Nd. 413,013.

The invention relates to rail oints. It has for its principal objectsthe provision of an improved jointof. the over-lapping type whicheliminates the pounding characteris tic of the standard butt joint inwhich the line of joinder is at Tight angles to the lojngir tudinalcenter line of the ra l. The pur ose' q is to provide a joint of thisty'pe,'(1) w 'ch can be made at areasonable cost either by.

- standard joint, (3) which, can be used with standard, angle or splicebars, in which weakening of the web due to longitudinal splitting of theweb of the rail is avoided, and in which a centralizing eifectissecured,

tending to keep the rail ends in alignment,

while at the same timeatfloiding any tendency of the wheel flanges tocatch and ride up on the rail; One embodiment of the invention isillustrated 'in the 1 accompanying draw- I ings, whereilig'.

Figure 1 isa plan view of the joint withv out the angle or splice barsjFig. 2 is a bottom plan View. F ig. 3 is a side elevation.

And Fig. 4 is a section on the line IV IV of Fig. 3, but with the spliceor angle bars applied in order to show the type of bar pref- 39 erablyused.

. Referring to the drawings, 1 and 2 are the ends of abutting rails.The'two rail ends 3 and'4 forming approximately a 60 degree V whoseapexlies ust at the side of the web 6. The line 5 preferably departsabout 20 degrees from a right angle with the longiof contact entendsonly through the rail The one rail end is thus provided shaped wedgeofthe other rail end fits. T he rail ends are secured together by anydesired form of splice or angle bars7, 7 preferably of the cross sectionshown in Fig. 4, held ,by the usual bolts 8 extending through the holes9, 9, two only of which are shown.

The ends of the'rails may be easily brought to the V-shape shown bysawing-along the lines Land 5 or may be formed at the rollsawing, or bythe use of dies at the'mill," 'While the rail is red-hot, (2). which-hasall. the elements of'strengthand safety of the" ingiihill while therails are red hot by the use of suitable dies i -=.The inside of therails which the flanges of thewheels engage is the one having the t5soith'at' there is no moretendency of the eel to catch and ride up onthe rails than acase in the standard butt joint in which "cut or'line ofdivision-is at right angles to gthe'cjenterline of the rails. The slightangle giveiii'the cut 5 tendsIto centralize the two .railsi and' also toprevent relative. lateral ement between the rail ends, as such endsvmustnecessarlly move away from each other man endwise direction in orderto permit of such; movement. When the ends are held,

(therefore, bythe splice bars, the rail endsa're much more I secureagainst relative lateral movement than .1s the case with the ordinarybutt jointcon'struction.

Since the contactbetween the ends of the rails in the head followstheline v3, there is I no opportunity for the Wheels to pound as they passfrom one rail end to the next, so that the. wear and tear upon therolling stock and rails is substantially reduced as compared 'With. astandard rail joint. At the same time thetongue at 1 0 (Fig. 1) is'unob#jectionable, since it is on the outside of the rail where 'it' is freefrom-the action of'the wheel flanges, which would tend to catch on thetongue, if it were located on the inner sideof the rail head. meet alongthe three lines 3, 4L and 5, the lines The joint-has-somewhat greaterstrength than the standard oint; can be made at only v joint; and hassubstantiallyincreasedWeartudinal center llIlQ'Of the ralls and thisline ingqualities, due to the 'lack of pounding presentin theregularjoint and to the fact that the .V-interlock, with 'itscentralizing tendency, relieves the splice bars and bolts ofaconsiderablefdegree of strain. Other advantages of the structure willbereadily apparent to those skilled in the art. While the angle between.the lines 3 and 4 is preferably 7 about 60 degrees and that between thelines 3 and 5 is about degrees, it will be understood that the inventionis not limited to these particular anglesas they may be varied with- I00in reasonable limits and still give a oint having the utility heretoforepointed out.

lVhat I claim is: y

1. In a device of the class described, two abutting rails, one of whichhas a V-recess at its end with the side Walls thereof upright, and withthe apex of the V terminating at the inner side of the web of the rail,and the other of which has a wedge at its end fitting said recess, theheads of the two ends at the apex of the Von the inner sides of therails having their contacting surfaces lying at an an le approaching aright angle with respect to t 1e longitudinal center line of the rails.

I 2. In a device of the class described, two abutting rails, one ofwhichvhas a V-recess at its end with the side walls thereof upright, andwith the apex of the V terminating at the inner side of the web of therail, and the other of which has a Wedge at its end fitting said recess,the heads of the two ends at the apex of the V on the inner sides of therails, having their contacting surfaces lying at an angle to theopposite side of the V-recess approximating a right an le. v

3. In a device of the class described, two abutting rails, one of whichhas a V-recess at its end with the sides thereof upright and approachingeach other at an angle of approximately 60 degrees and with the apex ofthe V terminatin at the inner side of the web of the rail, and t e otherof which has a wedge at its end fitting'said recess, the end of thewedge 1 which terminates in the head of the rail lying at an angleapproximating degrees to the longitudinal center line of the rail and enag ing a similarly inclined surface at the en of the V-recess.

In testimony whereof, I have hereunto subscribed my name this 30th dayof November,

JOHN w..-BREWER.

